INSTALLATION R.EPOR.T ON POROUS FRICTION COURSE HOT PLANT MIX

G. W. Maupin, Jr. Highway Research Engineer

Virginia Highway Research Council (A Cooperative Organization Sponsored Jointly by the Virginia

Department of Highways and the University of Virginia)

Charlottesville, Virgirlia

October 1972 VHRC 72-Rll

INSTALLATION REPORT ON POROUS FRICTION COURSE HOT PLANT MIX

by G. W. Maupin, Jr.

Highway Research Engineer

INTRODUCTION

An investigatien was initiated in the spring of 1972 to develop surface mixes with high skid resistance for use at special locations. The porous friction course will hopefully provide high skid coefficients where water drainage and hydroplaning may be problems. The porous friction course has sufficient voids and channels to allow water to drain to the bottom of the layer and out to the shoulder.

INSTALLATION OF POROUS FRICTION COURSES

Two sections of a porous friction course (pop-corn) hot plant mix were installed during 1972. The inttial installation was on Route 60 in Appomatox County on May 24, 1972 and a second section was installed at an accident prone location on Route 23 in Scott County on September 18 and 19, 1972 (see Figure 1 attached).

MATER IA LS

Two aggregates were utilized in separate test sections on Route 60. one a crushed stone from Rockydale Stone of Lynchburg, and the other a lightweight aggregate from the Hercules plant at Snowden, Virginia.

A No. 8 crushed gravel from Vulcan Materials, Erwin, Tennessee, was used in the Route 23 installation.

The gradations of all materials are listed in Table 1.

Approximately 0.07 gal/sy of AP-3 was used as a tack coat on Route 60 and 0. i gal/sy residual asphalt CAE-2 emulsion was applied to Route 23.

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Fine Li htweight •i•i•i•i•i•i•i•i•i•i•i• ii!•iiiiiiiii• Coarse Lightweight ii!!!!i!¢• ::::::::::::::::::::::::::::: g ::::::::::::::::::::::::::::::: :::::2::::::::

1•).05 m•[-" --0.2 mi "•l-" 0 2 mi

Rt. 23

0.36 mi

Figure 1, Installation Locations.

C ONTAINERIZ AT ION: SOME TRENDS AND PROBLEMS

Daniel D. McGeehan Highway Research Analyst

Virginia Highway Research Council Cooperative Organization Sponsored Jointly by the Virginia Department of Highways and the University of Virginia)

Charlottesville, Virginia

October 1972

TABLE OF CONTENTS

Introductioa ...............

1 Findings and Conclusions 2

'o

Problem Statement Alternative I

....................... II

Alternative II 12 a) Two 20' on 40' chassis 12 b) 20' containers coupled 13 c) Twin 20' containers 14

Possible Course of Action for the Virginia .Port Authority ..

15 Summary

............... 16

Appendices Appendix I- Definitions Appendix H Vehicle Size and..•Veight Limitations

Virginia Law Appendix HI- Status of Twin Trailers, 1969 Appendix IV Status of Twin Trailers, 1972

CONTA INERIZ AT ION: SOME TRENDS A•-D PROBLEMS

Daniel D. McGeehan" Highway Research Analyst

INTRODUCTION

The information presented in this report is the result of data

compiled for an HPR study entitled "A Forecast of the Effects of

Containerization on the Transportation System in the State of Virginia",

due for completion by June 30, 1973o The purpose of the stUdy is to

determine the impact of the growing use of containers for freight

shipments on the state's transportation system. It involves water,

highway, and rail transportation and, most importantly, their inter-

relations.

This brief report focuses on some of the problems facing the

Por• Authority in the transportation of containers over highways and

speculates upon the methods the Authority might employ in seeking solutions.

CONCLUSIONS

Twenty (20) foot containers are entering the l•orts in growing numbers

and when combined with the fact that economic drawbacks cause reluctance.

of motor carriers to move them, a congestion problem can be anticipated in

the ports.

The Port Authority, in an attempt, to solve this problem, may.move

•. to modify sections of the Virginia Code which deals with the movement of

•[ •re•ght over the highways.

,.lud•ng from the trends of other states the sections "§46.1-3•5,

Vehicles having more than one trailer, etc., attached thereto," and •.. •§46.1-339, Weight of vehicles and loads, •' would be ones in which

modifications would be sought.

If the move is made to modify these laws the modifications should

be viewed in terms other than either/or. The alternatives should be

viewed in terms of containerized freight vs. breakbulk,-small container

movement (the problem) vs. general twin-trailer movement (a generalized

issue) or imported containers (more difficult to control) vs. domestic, containers.

Table I

Port of Hampton Roads General Cargo Tonnage Movement

Short Tons of 2,000 lb•.

Year Breakbulk Conthiner Total %Container

1970 {actual) 1,297,463 868,601 2,166,064- 40.1 1971 (Jan. to Nov.) 1,203,816 1,0gl,291 2,255,107 46.6

Projeetions made by the Virginia 15oft Authority and given in table

•. indicate an •nerease of the container breakbulk ratio to 70/•0 in

favor of containerized freight by 1981. This rapid increase in container

freight is not only dependent on the tendency of the shipping industry

toward containerization but also upon the expansion of the ports facilities

to handle the increased volume containerized cargo.

Year

1972 1973 1974 1975 1976 1977 1978 1979 1980 1981

Table .2

Port of Hampton Roads General Cargo Tonnage Movement

Short Tons of 2,000 lb.

Breakbulk Container Total

1,144,011 1,304,151 2,448,182 1• 069,271 1,588,818 2,658,089

973,760 1,912,631 2,886,391 923,776 2,210,935 3,134,711

1• 005,317 2,399,522 3,404,839 1,005,951 2,517,516 3,573,467 1,109,158 2,641,373 3,570,531 1•165,074 2,771•383 3,936,457 1,223,835 2,907,859 4,131,694 1,285,590 3,051,122 4,336,712

%Container

53.3 59.8 66.3 70.5 70.5 70.5 70.4 70.4 70.4 70.4

All sizes of containers enjoy the benefits of intermodal transit,

limited handling, and generally reduced costs (see appendix I }.

Because of the ease with which a container can be moved from one

mode of travel to another the time expended on a 40 foot box is no

more than that spent on a 20 foot bo,•. The 40 foot box being

larger contains more cargo and thus i:eturns more profit for time

expended. Motor carriers feel that since the ton•-•mile cost de-

creased with the increase in Loaded Gross weight (see table 4) the

40 fo•ters are much more prc•fitable to handle than the 20 footers.

In fac• the marg•n-al distance within which it is profitable to haul a

20 footer is about 150 miles.

Table 4

Payload Ton Mile and Gross Ton Mile Costs by Loaded Gross Weight All Trailer Combinations.

•.Payload Ton Mile Costs

Loaded Gross Wto (lb)

2"/,500 44,000

Loaded in both directions

O.0410 O. 0230

Loaded in one direction with empty r.eturn

O. 0820 O. 0460

20 foot containers in this area.

58,000 .0.0183 O. 0366 65,000 O. 0170 O. 0340

•3,000 82,000 91,000

40 foot containers in this area.

O. 0160 O. 0320 O. 0152 O. 0304 O. 0147 O. 0294

Table 5 shows the number of loaded and empty containers that

entered the Norfolk International Terminal in 1971.

Table 5

Norfolk InternationM Terminal Import

Loaded Empty.

20' 7,380 20' 3,363 40' 13,977 40' I0,536

It can be seen that a substantial number of 20 foot containers are

entering the Norfolk pctt; of the total, about 46% are empty and would

present no weight problem. There arevarious reasons shy empty

containers are shipped into the country. Primarily, they have been

unloaded at their foreign destinations and are being returned to the

owner. Secondarily, they have been manufactured overseas and are

being shipped to the consumer in this country.

One of the largest problems within the container industry is that

there has been almost no use of the pooling concept. The interuse

of containers by different owners has only recently been a serious

objective.

As the problems inhibiting the growth of pooling are resol•ced,

the• more efficient use of these boxes will be realized and

the number of empty containers will be reduced; conversely the

ALTERNATIVE METIiODS OF MOV•'G 20-FOOT CONTAINERS

ALTERNATB•E I

This is the most obvious of the alternatives, •o load the 20 foot

box to capacity.

The 20 foot box loaded to capacity would in all probability not

exceed the maximum weight allowed By law. The carrying capacity.

is 20 long tons or 38,080 lb. This weight, combined with the tare

weight of 15,000 lb. for the tractor, 3,600 lb. for the container,

and 7,¢•00 lb. for the chassis, equals 63,680 lbo, or 9,820 lb.

lighter than the 73,500 lb. (70,000 + 5• tolerance) allowed by law.

However, the weight allowable on the high•vays is not solely

dependent on gross weight alone, but on the numbers of axles on

the combination tractor and chassis used to haul the container and

the distance between these axles as prescribed inthe follow-in

provisions of section 46. 1 339 of the Code of Virginia (see

appendix II of this report)-

(c) "single axle weight on any vehicle or combination shall not exceed eighteen thousand pounds "

{d} "The total gross weight imposed upon the highway by a vehicle or combination shall not exceed the maximum weight given for the respective distance between the first and last axle of the group of axles measured longitudinally to the nearest foot as set forth in the following table:

some intermediate location they •ust be separated. The separation

requires special equipment (i. e., a crane) and thus entails additional

handling and expense.

(b) T•vin 20 foot containers cc,"•,l•d, (marriage)

Two 20 foot containers can be coupled to form a single unit that

can be transported over-the road on a specially designed chassis.

The coupling is inserted in the circular openings of the bottom corner

fittings of abutting containers and twist- locks in place. This coupling

remains in tension and a top fitting serves as a compression member.

This method presents the same problem as the previous one; i. e.,

often the units must be separated. HoWever, a crane is not needed for

the separation, but it is desirable to have a level plateform so the

couplings do not bind when being removed. Additional expense is in-

curred in the uncoupling, but when compared with economics of hauling

a single unit this cost may not be significant.

This method is preferable to alternative (a), however, it. is

probably not legal in Virginia. 46. 1 335 of the code states:

No motor vehicle shall be driven upon a highway drawing or having attached thereto more than one motor vehicle, trailer or semitrailer unless suc.h vehicle is being operated under special perrait from the State Highway Commission (see appendix II for complete context).

Possible Courses of Action for the..P0..rt Authority

The port states of New York, Ne•v Jersey, and Maryland alon•

with many o•her states have modified •he•r laws in recent years to

permit the hauling of the double bottom trailer (see Appendix • and 4).

More recently the State of Maryland has dropped the "bridge law"

requirement on containers of foreign origin. Many states including

the port state of South Carolina have never used the bridge formMa.

It therefore seems that one course of action which might be

sought is to modify existing sections of the Virginia Code dealing

with vehicle weight, sizes and combinations using these other states

as precedent.

the container movement will be shared bet•veen the industry which

moves containers and governments having jurisdiction over the

laws governing their movement.

A. PPENDIX I

DEFINITIONS

1. Container

The container is a box-like structure made of steel, aluminum, fiberglass reinforced-plywood sandwiches, or combinations of these. materials. The dimensions of the container have not been standardized throughout the shipping industry. However, the MH5 Committee of the United States of America Standards Institute (now the America National Standards Institute) has suggested the following:

Group I De.mountable Containers 8 by 8 by 40 feet, 8 by 8 by 30 feet, 8 by 8 by 20 feet, and 8 by 8 by 10 feet; Group II Demountable Cargo Containers 8 by 6.5 feet, and 8 by 5 feet containers now in use

are 20 feet, 24 feet, 35 feet, and 40 feet-in length.

The container has a tare weight of approximately four pounds per cubic foot. This loading weight is necessary to enable the stacking of fully loaded containers and to withstand heavy weather at sea when loaded •bove deck. Although the containers are intermodal in concept, this heavy weight restricts shipment by air. (A lightweight aluminumcontainer has been developed; this container is 8 by 8 by 10 feet in. dimension.)

The containers can be transferred between different types of trans- portation (e.g., rail, highway, or sea).

2. Advantages of Container Method

The main advantage of containerized freight is the savings due. to repeated use of one shipping package, reduction in time and reduced cost of insurance

The alternative shipping method that can be used in place of- containerization is "brea'kbulk." "Breakbulk" refers to stowing freight loose rather than in containers.

With the 'rbreakbulk" method each freight package must be strong enough to withstand repeated handling and pressure from other freight placed upon it. This packaging is often expensive not only in material, labor charges to construct and dispose of such packaging, but in time spent in getting goods to the consignee. The container method eliminates these extra costs plus utilizes extra space taken up by these packages, thus increasing profits to the shipper. Since many costs are passed on to the consumer, the savings of container movement is realized in general.

5. Containerizable Cargo

Cargo suitable for containerization falls into two categories. One class is composed of goods that will fit into a container and that are valuable enough'ta justify the use of a co..ntainer for overseas movement. The other class is composed of goods th•t.t will fit into a container but are

not of sufficient value to warrant, by th•mselves, the more expensive shipment by container. This latter category can be used as filler once the primary cargo has been loaded.

A PPENDLX II

VEHICLE SIZE AND WEIGHT LIMITATIONS VIRGINIA LAW

§46.1-327 Limitations .applieable..throughout State; Alteration by Local Authorities The mfiximum size and weight of vehicles herein specified shall apply throughout the state. Local authorities shall not alter such limitations except as expressly authorized in this title.

•]46..1-328 Width of Veh.ic..les and .Exceptions as to Size a) No vehicle, including any load thereon, but excluding the

mirror required by §46.1-289, shall exceed a total outside width as follows- (1) Farm tractor 108 inches; (2) passenger bus operated in an incorporated city or town when authorized under $46.1-180-- 102 inches; (3) other vehicles -96 inches.

b) Provided, however, that upon application by the governing body of any county having a population of more than five thousand inhabitants per square mile, the State Highway Commission may by general or special order, which may be amended or rescinded from time to time, permit the operation of passenger buses in excess of ninety six inches but not exceeding one hundred and two inches on certain highways or parts thereof designated by the Commission in such county.

c) And provided further, that upon application by the governing body o1• any county contiguous to an incorporated city or town or which is contiguous to a county having a population of more than five thousand inhabitants per square mile, the State Highway Commission may be general of special order, which may be amended or rescinded from time to time permit the operation of passenger buses of a total outside width in excess of ninety-six inches, but not exceeding one hundred and two inches, which passenger buses have been authorized for operation within such city or to•vn in the manner provided in subsection (a)(2) of this .section or within such county in the manner provided in subsection (b) of this section, on certain highways or parts thereof designated by the Commission in such contiguous county and within ten miles of the corporate limits of the aforesaid city, town, or county.

d) In the event federal law and regulations thereunder permit the operation of passenger buses of widths in excess of ninety-six inches on th e system ofinterstate and defense highways, the State Highway Commission may,. by general or special order, which may be amended or rescinded from time to time, permit the operation of passenger buses of a total outside width, excluding the mirror required by §46.1-289, in

§46.1•-330 • of v. ehic.les generally; special l•ermi•s Except for passenger buses, no motor vehicle exceeding a length of thirty-five feet shall be operated upon a highway of this State. No passenger bus exceeding a length of forty feet shall be operated upon a highway of this State. The actual length of any combination of vehicles coupled together including any 1.bad thereon shall no-• exceed• a to•al of fifty-five feet; and no toleranc• shall be allowed •hereon. Provided, however, that the State Highway Commission when good cause is shown, may issue a special permit for combinations in excess of fifty-five feet including any loadthereon'where the objec• or objects •o be carried cannot be moved otherwise; and passenger buses in excess of thirty-five feet, but not exceeding fo•y fee•, may be operated on the s•reets of incorporated cities and towns when authorized pursuan• to .,/". •46.1-180. (Code 1950, $46-328; 1950, p. 665; 1952, c. 342; 1956, cc. 476, 483; 1958, c. 541; 1962, c. 113; 1966, c. 59.)

•46.1-331 Same; mobile homes or house trailers

§46.1-332 Size limitations inapplicable to farm machinery and firefighting equipment.

§46.1-333 Extension of loads beyond front of vehicles

•]46.1-334 Extension of loads beyond line of fender orbody. §46.1-335 Vehicles having more than one trailer, etc., attached

thereto No motor vehicle shall be driven upon a highway drawing or having..attached thereto more than one motor vehicle, .trailer or semitrailer unless such vehicle is being operated under a special permit from the State Highway Commission, but this limitation shah not apply between sunrise and sunset to such farm trailers or semitrailers being moved from one faro to another farm owned or operated by the same person within a

radius of ten miles, provided that this limitation shall not apply to a combination of vehicles coupled together by a saddle mount device to transport motor vehicles in a drive-away service from factory to dealer when not more than. two saddly mounts are used and such use is in conformity with safety regulations adopted by the Superintendent of State Police; provided, further however, that in the cities of this Commonwealth, the councils .may, m their discretion, by general ordinance, permit motor vehicles to be driven upon streets of their respective cities drawing or having attached thereto more than one other vehicle, trailer, or semitrailer.

•]46.1-336 Connection between vehicles The connection between a•.y two vehicles one of which is towing or drawing the other on a highway shall consist of a fifth wheel, drawbar or other similar device not to exceed ten feet in length from one vehicle to the other and such two vehicles shall in addition to such drawbar or other similar device be equipped at all times when so operated on the highway with an emergency chain.

Distance in feet between Maximum weight in the extremes of any pounds on any group groups of ax/e•. of axles

4 ...........................

32,000 5

: 32,0 O0 6 32,000 '7' .....................

32,000 8 33 500 9 35,000

!0 36 500' ii ..........................

:38,000 12 39 500 1,3 41 000 14 ..........................

42,000 15 ..........................

43,000 16 44,000 17 45,000 18

, 46,000

19 47 000 20 ..........................

48,000 21 ..........................

49,000 22 ..........................

50,000 23 51 000 24 ........................ :

.52,000 25

......................... 53,000

26 54 000 27 ...........................

55,000 28 ..........................

56,000 29 ............... ............

57,000 30 58 000

o

31 59 000 .o

32 60 000 33 ..........................

61,400 34 62 800 35 64, 000 36 ...................

.65,000 37 65 800 38 66 600 39 ..........................

67,400 40 ...........................

68,200 41 ..........................

69,000 42 70 000

o• State hl•hw•ySo b) Any off•e• •uthor•z•d to •k• intrust8 m3d w•igh v•hlel•8 under

th• prov•8lons o• this chapter' m•y •or • p•riod o• twenty-four hour8 without • eo• order m3d th•r•J[t• •po•3.. • wrltt•n ordm3 o• th• eou•t •lth•r b•for• or •ft.•r eonv•et•on told th• v•h•el• involved •n th• ovc••ight violation, provided the same is not regi•tiered with the Division of Motor Vehicles, until the amount assessed, if after conviction, or subject to be .assessed, if before conviction, together e;ith the cost of holding or storing of the vehicle, .be paid, or until a bond by or on behalf of the offending person is given for pa:•znent as the cour• may direct of the amount assessed or tobe assessed with surety approved gy the court or its clerk.

c) In the event the amount so assessed be not paid or not bond be given as provided hereinabove, the vehicle in the overweight violation shall be stored in a place of security, as n.•ay be designated by the owner or

operator of the vehicle. If no place be designated, the officer making the arrest shall designate the place of storage. The owner or operator shall be afforded the right of unloading and removing the cargo from such vehicle. The risk and cost of such storage sh.-tll be borne by the owner or operator. of such vehicle. (1968, c. 184)

d) If within sixty days from the time of the conviction for the overweight violation, the offending party does not pay the assessment imposed by this section, together with the cost of storing such vehicle and cargo, if the cargo is not removed as herein provided, the vehicle and cargo shall be forfeited to the Commonwealth and sold to satisfy the assessment and cost of storage.

e) Upon notification of the failure of such person to pay the amount assess&d, together with the payment of cost of holding such vehicle under this section, the Division or the Department of State Police may thereafter deny the offending person the right to operate a motor vehicle or vehicles upon the highways of this State until such assessment has been paid.

f) The Depart•nent of StatePolice is vested with the same powers with respect to the enforcement of •.his section as it has with respect to the enforcement Of the criminal laws of the Commonwealth.

g) The charge hereinabove sp•ified shall be in addition to any other liability which may be legally fixed against such owner or operator for damage to a highway or a bridge attributable to such weight violation (Code 1950 (Suppl.) •46 3

r 88 2; 1956, c.. 215; 1958, cc 541, •12)

•}46.1-342.1 County ordinances fLxing weight limits on roads which have been withdraxvn from secondary• The governing body of any county which has withdrawn its roads from secondary system of State highways in accordance with chapter 415 of the Acts of 1932, may adopt ordinances providing weight limits in accorda•.ce with the weight limits established by §46.1-339 for any vehicle or combination of veMcles passing over any such roads under the jurisdiction of such county, and providing

e) Provided fl•rther, the State ,•'-•hway.•o Commission and local. authorities of cities and towns in their respective jurisdictions, upon application in writi:•.g, made •y the owner or operator of vehicles used exclusively'for the hauling of coal from a mine or other place of production to a preparation plant,, loaoin•g dock or railroad sb•all issue

to such owner or operator, without cost;. a permit in writing authori•zing the operation of three axle vehicles having :a gross weight not exceeding fifty thousm•d pounds, a single axle weight not exceeding twenty-four thousand pounds •d a tandem axle weight not exceeding forty thousand pounds., and shall issue such-permit for two axle vehicles having a gross weigh.t not exceeding thirty-six thousand-pounds and a single axle weight not exceeding twenty-four thousand pounds; provided, however, that no

such permit shall be valid for the operation of any such vehicle for a

distance of more than t•venty-five miles from suc.h preparation plant, loading dock or railroad. However, no permit issued under this section providing for a single axle weight in excess of eighteen thousand pounds or a tandem axle weight in excess of thirty-two thousand pounds shall be issued to include travel on the Federal Interstate System of Highways.

e) Provided, however, that upon-the application in writing of any county which has withdrawn its roads from:the secondary system of State highways and which owns or operates tkree axles refuse collection trucks, • single axle weight not exceeding eighteen thousand pounds, and a tandem axle weight not exceeding thirty-sk thousand pounds, the State Highway Commission and local authorities of counties, cities, and towns in their respective jurisdictions shall issue to such county, without cost, a permit in writing authorizing the operation of such vehicles upon the highways. Permits may be issued only for the operation of the four refuse collection trucks which the county owned or had ordered prior to March one, nineteen hundred sixty-eight. No such permit shall designate the route to be •raversed nor contain restrictions or conditions not applicable to other vehicles in their generM use of the highways. No permit issued under this •ection providing for a single axle weight in excess of eighteen thousand pound• or a tandem axle weight in excess of thirty-•vo thousand pounds shall be issued to include travel on the Federal Interstate System of Highways. (196.8, c. 203).

d) Every such permit shall be carried in the vehicle to which it refers and shall be open to inspection by any officer and it shall be a

misdemeanor for any person to violate any of the terms or conditions of •uch special permit. (Code 1950, $46-339; 1956, c. 541; 1959, Ex. Sess., e. 91i 1960, c. 233; 1962, cc. 35, 162.)

The local, authorities of cities, towns and counties, where the highways or streets are under their jurisdiction, may adopt rules and regulations or pass ordinances, as the ease may be, decreasing the weight li•nits prescribed in this title for a total period not to exceed ninety days in...-any calendar year, .when an

engineei-ing study discloses that ope.ration over such highways •r

streets by reason of deterioration, •-ain, snow, or other climatic conditions will seriously damage such highways or streets unless such weights are reduced.

In. all instances where the limits for weight, size or speed have been.reduced by the State Highway Commissioner or the weights have been reduced by loeM authorities, pursuant to this section, signs stating the weight, height, width, length or speed, as the case may be, permitted on such highway or street, shall be erected at each end of the• section of highway or street affected and

no such reduced limits shall be effective until such signs have been posted.

It shall be unalwful to operate a vehicle or combination of vehicles over or upon any public highway, street_ or section thereof when the weight, size or speed thereof exceeds the maximum posted by authority of the State Highway commissioner or local authorities pursuant to this section.

Any person convicted of a violation of any provision of this section shall be punished by a fine of not less than ten dollars nor

more than five hundred dollars or be confined in jail for not less than one day nor more than six months, or both, and the vehicle or

combination of vehicles involved in such violation may be held upon an order of the court until all fines and cost have been satisfied. (Code 1950, •46'340, 46-341; 1952, cc. 137, 237; 1958, c. 600; 1966, c. 85; 1968, c. 218).

505

A PP ENDIX III

5.96

APPENDIX iV

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